Reversible driving mechanism.



No. 787,418. PATENTED APR. 18, 1905. E. WBSTMAN.

REVERSIBLE DRIVING MEGHANISM.

APPLoATIoN FILED 1111.19, 1904.

3 SHEETS-SHEET 1.

No. 787,418. PATENTED APR. 18, 1905. E. WBSTMAN. REVERSIBLE DRIVINGMEGHANISM.

APPLIOATIDN FILED APB.19, 1904.

3 SHEETS-SHEET 2.

No. 787,418. PA'IBN'IBD APR. 18, 1905. E. WES'IMAN.

REVERSIBLE DRIVING MEGHANISM.

APPLIOATION FILED APB.. 1B. 1904.'

3 SHEETS-SHEET 3.

Fijn k a Niian STATES Patented .April 18, 1905.

EMIL WESTMAN. OF MINNEAPOLIS, MINNESOTA, ASSIGNOR TO THE ENTERPRISEMACHINE COMPANY, OF MINNEAPOLIS, MINNESOTA,

A COPARTNERSHIP.

REVERSIBLE DRIVING SWECHANISM.

SPECIFICATION forming part of Letters Patent No. 787,418,dated April 18,1905. Application fue@ April 19, i904. serial No. 203339.

To rif/Z 10h/0mJ t ina/y concern,.-

Be it known that I, EMIL VVESTMAN, a citizen of the United States,residing at Minneapolis, in the county of Hennepin and State ofMinnesota, have invented certain new and useful Improvements inReversible Driving Mechanism; and I do hereby declare the foilowing tobe a full, clear, and exact description ot' the invention, such as willenable others skilled in the art to which it appertains to make and usethe same.

My invention relates to reversible drivingclutches, and has for itsobject to provide certain improvements in such a clutch with a View ofsecuring increased eiciency and durability.

To this end my invention consists of the novel devices and combinationsof devices hereinafter described, and defined in the claims.

The invention is illustrated in the accompanying'drawings, wherein likenotations refer to like parts throughout thelseveral views.

In said drawings, Figure l is' a view in side elevation illustrating myimproved clutch as applied in working position for imparting mo- .tionin either direction to the shaft at the right from a shaft turning in aconstant direction located at the left---such, for example, as agas-engine shaft employed through the reversing driving-clutch to impartmotion in either direction to the propeller of a boat. Fig. i* is a viewin section on the line m2 m2 of Fig. 1. Fig. 3 is a view in section onthe line m3 :r3 of Fig. 2 and Fig. 4. Fig. 4 is a view in section on theline a" a of Fig. 3. Fig. 5 is a detail showing the relations of certainmembers of the reversing ydriving-gears. Fig. 6 is a detail showing theshipper cone or cam in a different position than in Figs. l and 3. Fig.7 is a view in section on the line of? :v7 of Fig. 3, but with someparts removed and others broken away, showing the right end of theclutch in the same plane as Fig. 2; and Fig. 8 is a section on the line:rs ws of Fig. 3.

E represents the shaft which is driven from a gas-engine or other sourceof power in aconst-ant direction, as indicated by the arrow, and

P represents the propeller or other shaft which is to bc driven ineitherdirection from the shaft E through the reversible drivingclutch.

The numeral I represents the body or drum portion of the clutch and isprovided with a cross-web 2, dividing'the same into twooppositely-facing cups. The body of the clutch is `also of the properconstruction to afford the clutch or friction iiange 3 for cooperationwith the internal clamping-ring 4 and an external clamping-ring Thecross-web 2 of the clutch-body is provided with a bearing-sleeve 10,formed integral therewith and projecting longitudinally therefrom. Theleft head 6 of the clutch has its hub 6a loosely mounted on the drivenshaft E. The loose drumhead 8 is fixed to the driven shaft P andprovided with a bearing-hub 8 with antifriction-bushing 9, on whichturns the bearing-sleeve 10, projecting from the cross-web 2.

The driving-shaft has fixed thereto agear a, and the driven shaft IJ haslixed thereto a relatively large gear (Z. rIwo pairs of planetary gears,marked, respectively, and c, cooperate with the said gears L and d onthe two shafts to eifect the reversi ng-drive. The planetary gears and care mounted on bearingshai'ts marked 7 and 7, respectively, which shaftsare anchored to the cross-web 2 and the drum-head 6 and not only serveas the bearings i'or said planetary gears 7) and' c, but also serverigidly to connect the head 6 to the body portion 1 oi' the clutch. Thehead 6 is rabbeted' to tit the cooperating cup-flange of the drum. Onepair of said planetary pinions are short-faced and engage with the geara on the driving-shaft E. The other pair of said planetary pinions-towit, the members are long-faced and are engaged by the short pinions I)and themselves engage, respectively,

opposite sides of the gear (Z on the driven shaft. This affords thereversing-drive, as will presently be noted in tracing the action of theclutch. At this place, however, it may be noted that all the planetarygears are supported within one cup of the clutch and that the othermembers of the reversing-drive-to wit, the gears on the two shafts-arealso housed within the same cup of the clutch. Y It should also be notedthat in virtue of their relative positions the strains on the planetarygears and those delivered therefrom are balanced in respect to theactions of the shafts.

The internal ring 4 is held by a strong pin 11, fixed to and projectinginward from the head 8, and is subject to acramping-pin 12 of unequalcross-section in oppositev directions and set iatwise in the opening atthe split between the ends of the ring. Said crampingpin 12 is seated inthe head 8 with freedom for a rotary motion therein, but held fromsliding or longitudinal motion in its seat by a suitable fixed stud 13,engaging a groove 121 in the bearing-head of the cramping-pin. To theouter end of the cramping-pin 12 is rigidly fixed a rocker-arm orcam-lever 14, having an adjustable bearing-piece 15, which is subject tothe cam-surface of the shipper-cone 16, mounted on the propeller-shaft Pand subject to the rocking shipper-fork 17, under the control of thehand-lever 18, as best shown in Figs. 1, 2, 3, and 6. s

The external clamping-ring 5 is anchored at its back to sorte xed baseof resistance such as the block or bed casting 19, by screw-bolts 20 orotherwise, and the lower or projecting jaw of its split or open endsrests on a suitable anvil or bed-block 21 at the front side of theclutch, as shown in Fig. 1. To the anvil or bed-block 21 is pivoted astrong pincerlike lever 22, provided in its short arm or biting jaw witha strong set-screw 23, adapted to engage with the upper projecting jawof the external ring 5, as best shown in Figs. 1 and 8. A link 24,attached to the hand-lever 18, is provided with a roller 25, workingbetween the inclined upper face of the anvil 21 and the under surface ofthe long arm of the pincer-lever 22 for applying the necessary power tothe external ring5 for clamping the same tightly to the friction-ange 3of the clutch-body. I

It will be noted that the studs 7 are provided with reduced ends thatproject through the fixed head 6 of the drum and are `provided with nutsthat clamp the outer surface of said head and rigidly, but detachably,secure the said head to'said drum. This construction is importantbecause when the nuts are removed the head 6 maybe slid upon theshaft-section E, so as to afford direct access to the gearing within thedrum.

The construction and relation of the parts being as above described, theaction thereof may briefly be stated as follows: Let it be assumed thatit is desired to turn the propellershaft P in the same direction as theengineshaft E, in which instance the parts will be in the position shownin Figs. 1, 3, and 8, or, otherwise stated, the external clamping-ring 5will be free or loose, and the internal. clamprealms ing`ring4will betightly clamped to the in- 65 ner surface of the clutch-flange 3, underthe action of the cramping-pin 12, rocker-arm 14 with its bearing-piece15. and the cam-surface of the shipper-cone 16. i 1n this, which may becalled the normal" relation of the parts, it must be obvious that thehead 8 is clamped tight to the body portion 1 of the clixtch by theinternal clamping-ring 4, and must turn therewith under the drivingaction communicated through the said ring 4, and the pins 11 and 12. Inthis interlocked position of all the parts of the clutch the gearssimply stand stationary and rotate with the body of the clutch and thetwo shafts as' if the parts were all in one piece, unless there be someslip motion between the ring 4 and the clutch-flange 3, which forpresent purposes may be ignored.

ANow let it be assumed that it is desired to reverse the propeller-shaftP, or drive the same in the opposite direction in respect to therotation of the engine-shaft E. The handlever 18 will then be thrownrearward. thereby through the rocking shipper 17 moving the shipper-cone16 out from under the bearingpiece 15 of the rocker-arm 14 `and lettingthe same drop olf from the cam-surface of the cone down onto the shaft,as shown in Fig. 6, thereby releasing the cramping-pin 12, andpermitting the internal ring 4 to assume its most contracted or normalposition, free from the frictionflange 3 of the clutch-body 1 By thisrelease it is of course obvious that the head 8 is free to turn inrespect to the clutch-body 1, if that should be held stationary. By saidrearward movement of the hand-lever 1 8 the pincer-lever IOO 22 isactuated through the link 24 and the roller 25, under a powerfulleverage, thereby -causing its short arm or jaw to tightly clamp theexternal ring 5 against the outer surface of the friction-flange 3 ofthe clutch-body and hold the clutch-body stationary. Hence under therotary motion of the engine-shaft E, assuming the same to, be turning inthe direction indicated by the arrow, the small gear a keyed theretowill turn the short-faced pinions b in an opposite direction in respectto the gear a, as shown by the arrows in Fig. 4. I Then from the saidshort-faced pinions b the long-faced pinions 0 will be turned in acommon direction opposite to the motion of the pinions b, as shown bythe arrows, and the said longfaced pinions c being in mesh with thegeard on the propeller-shaft P will turn the same in the same directionas said short-faced pinions b, or, in other words, directly opposite tothe rotation of the engine-shaft E and its small gear a. When saidpropeller-shaft P is thus being driven reversely to the engine-shaft Eunder the action of the reversing train of gears within the clutch, theclutch-head 8 of course turns with the propeller-shaft P Ain respect tothe stationary clutch-body 1, which is then being held stationary by thecramped external IIO ring 5. From a comparison of Figs. 3, a, and 5 therelations of all the members of the reversing train of gears and of theother parts of the clutch may be readily understood, and from aninspection of Figs. 3 and Ll the directions of rotation can readily betraced, as indicated by the arrows thereon.

The cross-web 2 of the clutch body or drum is cut away at its centralportion to permitthe passage of the propeller-shaft and the hub of thelarge gear d fixed thereto. ln practice a centering plug connects theabutting ends of the two shafts. lhen in use, the gear-cup side of theclutch is filled with hard grease and the ring-cup side with oil foraording the necessary lubrication and deadening the noise.

From the foregoing description it must be obvious that this reversibledriving-clutch is strong, that all the gears have large and wellanchored bearings, and that the clamping-rings act on a largefriction-surface and are subject to a great leverage for holding thesame in their cramped or clamping positions. it should be especiallynoted that the bearings for the clutch are so formed and related thatthe clutch cannot tilt iu respect to either of the shafts. From thefurther 'fact that the planetary gears engage opposite sides of thegears by which they are driven and to which they impart motion itfollows that the strains are balanced in respect to the axes of 'the twoshafts. This* is a highly important feature toward the ef'- ficiency mddurability of this form of clutch.

By actual usage l have demonstrated the efliciency of the clutch hereindisclosed for the purpose had in view.

While the clutch has been shown and described as applied for driving apropeller-shaft in either direction Vfrom a gas-engine shaft turning ina constant direction, it will of course be understood that the clutch iscapable of universal application wherever the corresponding functionsare required. .lt will further be understood that the details of'construction may be modified to some extent without departing from theprinciple of the invention. i

rlhe clutch-rings, so called, may of course take a great many differentforms, since they are, in fact, only one of' the niany forms offrictional clamping devices that may be used for the purpose.

Nhat l claim, and desire to secure by Letters Patent of the UnitedStates, is as follows:

1. ln a reversible driving-clutch. the coinbination with a dividedshaft, of a drum having at one end an exposed fixed head that is looseon one shaft-section and is rigidly, but detachably, secured to saiddrum by means extending to, and adapted to be operated from, theexterior of the drum, said drum also having a loose head that is fixedon the other shaftsection, gears mounted within said drum and connectingthe two shaft-sections, and an internal and an external clamping-ring,the former being carried by said loose drurnhcad and operating on theinternal surface of' said drum, and the other being anchored to arelatively fixed support, and operating on the exterior surface of' saiddrum, substantially as described.

2. ln a reversible driving-clutch, the coinbination with a divided shafthaving at onel end a fixed head that is loose on one shaftsection,having' at its other end a loose head that is fixed on the othershaft-section, and having a central web dividing it into twocompartrnents, stud-shafts projecting from said central web, passedthrough the fixed head of said drum, and provided, at their outer ends,with nuts rigidly, but detachably, holding said head to said drum, gearsin one compartment of' said drum, certain of' which are loosely mountedon said studs and others of which are carried by the abutting ends ofsaid shaftsections, and an inner clamping-ring and an outer clampingring, engageable with the flange of the other compartment of said drumand working in the same plane, and which inner clamping-ring is carriedby said loose drumhead, and which outer clamping-ring is anchoredoto afixed support, substantially as described.

in testimony whereof l affix my signature in presence of two witnesses.

EMIL vVESTh/AN. iflf'itnesses:

Jas. F. l/l/'rLLrAMsoN, l). ivlnnCHAN'r.

